Railway-frog



I (Hommel.)

N. W. BOYD. RAILWAY FROG'.

I No. 505,023.l Patented Sept. 12, 1893.

ATENT unice..

NATHANIEL W. BOYD, OF CARLISLE, PENNSYLVANIA.

RAI LWAY-FROG.

SPECIFICATION forming part of Letters Patent No. 505,023, datedSeptember 12, 1893.`

Original application iiled September 12, 1892, Serial No. 445.658.Divided and this application iled February 15, 1893. Serial No. 462,425(No model.,l

l full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

My invention relates to improvements in railway frogs, and the object inview is to provide simple means for immovably holding and bracing in theposition the point and main line rails of the frog to prevent the samefrom spreading under the impact and pressure of the wheels of a railwaytrain.

With these ends in View, the invention consists in the combination withthe rails, distance blocks, and a bearing plate, of outside braces iixedto the bearing plate and fitted against the feet and webs of the outsiderails of the frog, a through bolt passing through said braces, rails anddistance blocks,`and a slotted key forced `between one of the rails andthe adjacent brace.

The invention further consists in the combination with therails,'distance blocks, and a bearing plate, of the fixed braces fittedagainst the outside rails and each provided with a countersunk opening,and a through bolt having one head thereof seated in the countersunkopening of one brace and its other end upset or swaged to form a headwhich is seated or fitted in the conntersunk opening of the other brace.

The invention further consists in the combination with the rails, abearing plate, and distance blocks, of braces each fastened to thebearing plate and bent to tit against the foot and web of one outsiderail, a double headed through bolt passing through said braces, railsand distance blocks, and seated against the braces, and a slotted key.

I have illustrated my invention in the accompanying drawings forming apart of this specication, and in which- Figure l is a plan view of a stifrog em bodyng my improvements. Fig. 2 is a ver-= tical cross sectionalview through the saine on the plane indicated by the dotted line 0c .nof Fig. l. Fig. 3 is a detail view of the key, showing the same by planand edge views.

The invention which forms the subject matter of my present applicationforms a division of an earlier application filed by me on the 12th dayofSeptember, 1892, Serial No. 445,658.

This application is restricted to the combination and construction ofparts forming a stiff or rigid frog in which all of the parts of thefrog are rigidly or immovably held iu place, while the originalapplication just referred to relates to a spring rail frog in which oneof the rails is capable of a limited lateral play or movement relativeto the stiff or l rigid body of the frog and normally held in lateralcontact with said sti body by means of tension or pressure springs, aswill more fully and at largeappear by reference to said applicationSerial No. 445,658.

Like letters denote like parts in all the Iigures of the drawings,referring to Which- A, B, designate the iixed frog rails and C, D, arethe main line rails of a railway track and frog, which rails are seatedor bear on a bearing plate E placed underneath the rails and firmlyspiked or otherwise fixed on the ties of a track. This bearing plate Elnay be made of a single, continuous iiat piece of metal, as shown inFigs. l and 2, or it maybe made in sections, each of which is spiked toa tie; hence I do not strictly conne my invention to the use of either asingle or continuous plate or a sectional bearing plate,

either of which is within the scope of my invention. All the railsforming the body of the frog are united and braced solidly together toprevent them from spreading under the action of the wheel-danges and theweight of a passing train by the novel de vices which I will nowdescribe. The frog and main line rails are arranged in the usual manner,and between the adjacent frog and main line rails A, C, and B, D, areinterposed, respectively, the distance or filling blocks F, G, which liea suitable distance below the heads of the rails and which extend fromthe frog-point a proper distance toward the ends of the main line rails.The main line rails C, D, and the whole frog, are braced IOC andstrengthened by means of the braces I-I, I, which are fixed or rigidlyunited to the bearing plateE and are arranged to bear against theoutside of the webs of said rails C, D. rlhe fixed braces H, I, are eachpreferably made of a single piece of metal, and consist of a verticalarm, h, a flat horizontal base h', and an inclined arm h, which armjoins the vertical upper arm h and the fiat base h. The fiat base of thebrace is riveted or otherwise united, at t', to the bearing plate E, andthe inclined and vertical arms bear firmly against the foot and web ofthe rail, as shown more clearly by Fig. 2.

Through the rails, filling or distance blocks, and the upper parts ofvthe braces, H, I, are passed the through bolts J, which secure theseveral parts so firmly and rigidly together that the rails cannot beseparated or spread 7 apart by the action of the wheel flanges or theweight of a train. This through bolt is of peculiar form, and without anut or other kind of removable fastening, said bolt having animperforate plain shank and integral head at one end of said shank. Thebolt is passed through aligned openings in the braces, distance blocks,and the rails, with the head thereof resting in a countersunk opening t"in one of the braces,and the other end of the bolt having been heated,the metal is upset or swaged to form another head which tits in asimilar countersunk recess in the other brace on the opposite side ofthe frog, whereby the bolt is secured without employing a nut orfastening of any kind.

Between the web of one of the main line rails and one of the braces isfitted a tapering key or wedge J which is provided with a longitudinalslot j, see Fig. 3, that receives the bolt within itself, said taperedkey serving to bind the parts tightly together after the bolt has beenapplied, in the manner described in my prior patent No. 462,297, datedNovember 3 1891.

I am aware that changes in the form and proportion of parts and detailsof construction of the device herein shown and described as anembodimentof my invention can be made without departing from the spirit0r sacrificing the advantages of my invention, and I therefore reservethe right to make such modifications and alterations as fairly fallwithin the scope of my invention.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is-

1. In a stiff railway frog, the combination with the rail, the distanceblocks, and abearing plate, of the outside braces H, I, fixed to thebearing plate and fitted against the feet and webs of the outside railsof the frog, the through bolt passin g through said braces, rails anddistance blocks, and the slotted key J forced between one of the railsand the adjacent brace, substantially as and for'the purpose described.

2. In a stiff railway frog, the combination with the rails, the distanceblocks, and the bearing plate, of the fixed braces I-I, I, fittedagainst the outside rails and each provided with a countersunk opening,and the throughbolt having one head thereof seated in the countersunkopening of one brace anditsother end upset or swaged to form a headwhich is seated or fitted in the countersunk opening of the other brace,substantially as and for the purpose described.

3. In a stiff railway frog, the combination with the rails, a bearingplate, and the distance blocks, of the braces H, I, each fastened to thebearing plate and bent to fit close against the foot and web of oneoutside rail, the double-headed through bolt passing through saidbraces, rails and distance blocks, and seated against the braces, andthe slotted key, substantially as and for the purpose described.

In testimony whereof I affix my signature in presence of two witnesses.

NATHANIEL W. BOYD.

Witnesses:

JOHN R. MILLER, W. A. KRAMER.

